Ship



F. F. LEPARMENTIER.

SHIP.

APPLICATlON FILED AUGJB, |919- 1,406,659,l Patented m14, 1922.

F. F. LEPARMENTIER.

SHIP.

APPLICATION FILED AUGAB, I'9I9.

I 1,406,659. rammed Feb. 14, 1922.

2 SHEETS-SHEET 2.

FERDINAND FRANCOIS LEPARMENTIER, 0F PARIS, FRANCE.

SHIP.

incassa.,

Specification of Letters Patent; Patgnted Feb. 1922.

Application led August 1S, 1919. Serial No. 318,243.

To all whom t may concern:

Be it known that l, FERDINAND Franois linriinunn'rinn, a citizen of the Republic of France, residing in Paris, France, have invented certain new `and useful improvenients in Ships, of which the following is a specification. l

llhis invention relates to improvements l in ships bul-kheads andin particular to those of barges which cannot be submerged. Such barges are described 'in my TJnited States Letters Patent No. 1,303,689, granted May 13,V 1919. Y

The main improvement consists in a systiem of conicalbulkheads adapted to form the walls of the holds and to serve as trusses to stiften the ship.

Another improvement consists in the inode of constructing such a ship of reinforced concrete, this inode being based on the fact thatfall thev parts are capable of being developed and are convex.

The accompanying drawings illustrate the inventionl Fig. 1 and Fig. 1a together constitute a longitudinal section of the ship.

Fig. 2 is a cross section on line X-X oflig.` 1a.

Fig. Sis a like section on line YMY of Fig. 1f'L1 as to one half and on line Z-Z of Fig'. 1 as'to the otherhalf.

Fig. l is a partial cross section drawn to an enlarged scale of the hull ofthe vessel in course of construction.

Fig. 5 isa fragmentary cross-section vcorresponding` to part of Fig. 1.

Fig. 1 shows clearly the arrangement of the bulkheads in the ship. The latter is of the type described in the aforesaid patent, having a cylindrical hull and truncated conical ends. a is the hull having conical end surfaces, or truncated sections t as set forth in said prior patent.

Each of the bulkheads of the ship is constituted by a cone They are capable of being developed like the other parts of the ship and may be constructed by like means. Moreover, adjacent holds, g and f/ for eX- ample, are separated by a combination of two cones f placed apex to apex.

The water ballast compartments are at la, between the cargo holds; they are traversed by longitudinal bracings g, in conjunction with the bulkheads o, provided with limber holes s which diminish rolling. These water compartments also present, like the cargo holds,- the characteristic of having no influence on the curve of the static moments of trim of the ship; thiscurve thus remains always' constant whatev r may be the vdegree to which the ship is loaded, whereas it is quite otherwise withk ordinary water ballast compartments. ltwill be at once noticed that, in consequence of their arrangement,

the strain on the bulkheads is much more rational in this form of construction than in the case of flat bulkheads, for the bulkheads operate by traction instead of by benf ing, so that their strength may be reduced.

Moreover, this construction presents three good conditions for the strength of the Whole.'

c. The general arrangement of the ship effectsV a triangulated form which confers upon it a high rigidity.V

A large part of the-planking of the hull does not delimit the cargo holds, s0 that these holds are protected from the consequences of many inro'ads of water.

c. rThe hatchways are reinforced at their ends, without any addition of transverse timbers, by the bases of the cones, thus avoiding weakness of the hull at these places.`

(Z. 1n the construction of the bulkheads of sheet iron, it is thus possible to suppress in large degree the uprights and reinforcements ordinarilyv used, and the riveting of which to thehull and to the bulkhead operateszunfavourably when the bulkhead is bent. ldith'conical bulkheads it is possible, if necessary, to obtain a reinforcement by hoops p operating under the same conditions as the bulkheads themselves, that is to say in tension. These hoops may be of any suitable cross-section, three common forms being shown in Fig. 5, at p, p p.

From the point of view of utilization the hopper form of the holds renders it unneces sary, when solids in bulk are being transported, to distribute the materials as a separate operation, either for ensuring that they cover the whole surface of the cargo hold or for bringing them into the position for unloading by the crane.

Furthermore, this arrangement of the holds supplies excellent conditions for the construction of the ship of reinforced cement or other agglomerated material; partly because of the great rigidity of the construction and partly because of the equilibrium of the hydrostatic thrusts due to the distribution of the loads at each part of the ship, proportionally to the support afforded at that place; thus the bending stresses on the whole are suppressed.

This construction may be advantageously' realized by the following process7 which is to be recommended on account of its simplicity and the suppression of all moulding boards.

The metallic reinforcement of the ship consists of hoops c of iron, of circular, square or profiled section, and of longitudinal bars Z. From place to place longitudinal elements m are fixed on the whole to form the skeleton of the wind bracings which extends from end to end of the ship.

For the conical bulkheads the subdivision of the reinforcement into squares is very simply obtained by means of a spiral ele ment and of elements directed along the generatrices and iixed to the spiral element and also to the reinforcement of the hull.

For casting the cement all the parts of the reinforcement are covered externally with a cloth or other form of covering fn. constituting a sort of external mould; such a covering is easily stretched owing to the property7 of the surfaces of the ship being capable of being developed and of their convex form. Moreover, at the longitudinal bracings light supports 0, of wood for example, and of appropriate form are provided for the purpose f limiting the lower surfaces of these bracings.

The cement is then introduced by known means at every part of the interior surface. The cloth envelope of the reinforcement determines the exterior surface. As to the interior surface and the upper faces of the wind bracings these are shaped with a suitable smoothing tool according` to the methods ordinarily used for this work.

It is to be noted that at the lower part there is a thicker portion constituting a solid base for the rolling heels and also to lend the whole of the ship the static property which ensures its equilibrium whatever the state of the cargo.

When the casting operation is finished, the wood and the cloth are removed and the accessory parts are put in position together with the external rails.

It will be seen that this process of construction is a rapid one and necessitates comparatively very little material. It should be understood that it is capable of variation in detail and'also of being applied in the formation of all surfaces or construe tions of reinforcedcement in which its realization is possible.

Having thus described the nature of the said invention and the best means I know of carrying the sam'e into practical effect, I claim l. A ship having its interior subdivided into compartments by conical bulkheads, having apices connected yto constitute triangular' trusses for stiffening the ship.

2. A ship having its interior subdivided by conical bulkheads placed apex to apex and spacesbetween adjacent conical bulkheads constituting water ballast compartments.

3. A ship having a cylindrical hull subdivided by transverse bulkheads of conical form, their apices coinciding approximately with the axis of the cylinder.

e. A ship having a cylindrical hull subdivided by transverse bulkheads of conical.

form, their apices meeting at the center of the hull.

5. A ship having a cylindrical hull subdivided by pairs of transverse bulkheads of conical form, those of each pair meeting at the apices of the cones, and formed integrally with the hull.

In witness whereof, I have hereunto signed my name.

FERDINAND FRANCOIS LEPARMENTIER. 

